Automotive power transmission control



P 16, 1952 G. T. RANDOL 2,610,521

AUTOMOTIVE POWER TRANSMISSION CONTROL 6 Sheets-Sheet 1 Filed NOV. 11,1944 m 99 we Sept. 16, 1952 G. T. RANDOL 2,610,521

AUTOMOTIVE POWER TRANSMISSION CONTROL Filed Nov. 11, 1944 6 Sheets-Sheet2 A15 s I Sept. 16, 1952 s. T RA NDOL 2,610,521

AUTOMOTIVE POWER TRANSMISSION CONTROL Filed Nov. 11, 1944 e Sheets-Sheets p 16, 1952 e. T. RANDOL 2,610,521

AUTOMOTIVE POWER TRANSMISSION CONTROL Filed Nov. 11, 1944 6 Sheets-Sheet4 P 16, 1952 G. T. RANDOL 2,610,521

AUTOMOTIVE POWER TRANSMISSION CONTROL Filed Nov. 11, 1944 6 Sheets-Sheet5 77/11/11, 7 I-lr l IIIIIIIIIII 5 g I I Sept. 16, 1952 G. T. RANDOLAUTOMOTIVE POWER TRANSMISSION CONTROL 6 Sheets-Sheet 6 Filed Nov. 11,1944 41- T'oRn/E/ Patented Sept. 16, 1952 AUTOMOTIVE POWER TRANSMISSIONv CONTROL Glenn T. Randol, St. Louis, Mo. Application November 11, 1944,Serial No. 563,063

This invention relates broadly tochange-speed power transmissions forautomobiles and the like, and more particularly to improvements in thecontrol apparatus therefor of; the general character disclosed in "U. S.Patent Re. 22,791, issued to me September 10, 1946, and in my earliercopending U. S. application SerialNo.- 539,215, filed June"7, 1944, inwhichthechange-in-speed is effectedby a reciprocatory piston-type fluidpressure actuated servomotor, said improvements being primarilyconcernedwith the valvular system for such servomotors and novel means foreffecting the control thereof. 3

1' One of the primary objects of the invention is to provide improvedcontrol means for a fluid pressure o'perated motor employable to move aconnected member to different predetermined positions.- V

Y Another object'is to provide improved valve means and controlstherefor forcausing the movable element of a double ended fluid operatedmotor to be moved to certain predetermined positions. 7 7 I A -furtherobject is to provide improved means to control a valve means for adouble ended fluid operated motor which will accommodate a condition ofthe valve means to be established by a manually controlled member aftersaid condition is predetermined by other means.

A further and more specific object is to provide a control means for theshiftable clutch and/or gear elements of a motor vehicle change speedgearing in which the change in gear drives is accomplished by a fluidoperated motor with its valve means being under the control of theaccelerator-operated controlling mechanism of an internal combustionengine associated with said gearing. I

A further specific object related to that last stated is to provide acontrol means for a motorvehicle change speed gearing which will embodya-double endedfluid operated motor and com trol valve means forperforming-the gear ratio changingthereof and havingassociatedtherewith-speed responsive means for predetermining "theestablishable motor operative condition of the valve means together withmeans for establishing said operative condition by theaccelerator-operated controlling throttle of the associated vehicleengine. d

' A further object is to provide improved means for selectivelycontrolling the motorroperative positions to which a valve may be moved.

A further and important object ofmy invention is to'provide an improvedvalve mechanism and controltherefor operable to .pre-select the V 37Claims. (Cl. 74-472) 2 1" operation of a servo-mechanism and bringingtheservo-motor into operation by a'simple conscious effort of the Operator.

A still further and more detailed object of my invention is to provideanoperating and con}- trol means for a vehicle change-speed gearing,

operable to shift from a lowerto higher speed and vice versa uponpreselection of the speed operating condition desired by a pre-selectingvalve means and control therefor, and an operae tive action on the partof the operator when the change in speed is desired. V 1 f Anotherobject of my invention is to provide a novel and improved form ofcontrol system and valving controlled thereby, particularly adapted fora vehicle change-speed gearing in which the shift from a lower to ahigher speed and vice versa, may be automatically preselected inaccordance with the speed of the vehicle, together withmeans operable toover-rule this automatic pre-selection at any time it is desired toshift from the higher speed when the vehicle is moving at speedsnormally selecting said higher speed.

A still further object is to provide improved means for controlling thegear ratio changing of a vehicle change speed gearing wherein a doubleended motor power cylinder and associated'con trol valve means areemployed to makethe change in gear ratio, said improved meansaccommodating motor power operation of said valve means at the will ofthe vehicle operator.

A further object is to provide improved accelerator-operated throttlemechanism controlled shut-off valve means for use with a fluid motoroperatedmeans which will be normally closed during normal operation ofsaid acceleratorand may be opened at the will of the operator by-anabnormal operation of said accelerator.

A further object is to provide an improved shutoff valvemechanism forcontrol by acceleratoroperated engine controlling mechanism, which willnormally be closed during normal engine controlling operation of saidaccelerator-by applying pressure at the toe-end thereof but whichmovement" of In the drawings:

Figure 1 is a side view partly in section of portion of a motor vehicleincluding a change-speed gearing showing by way of example a controlmechanism associated therewith and embodying my invention, the partsbeing in neutral gear position with the vehicle clutch engaged;

Figure 2 is a view of the inside of the gearing cover showingjthe gearchanging control parts mounted thereon;

Figure 3 is a top plan view of the gearing and associated controlmechanism, the gearing housing and control cover being broken awaytoshow details of the mechanism therein;

Figure 4 is a vertical sectional view taken on the line 44 of Figure 1,and showing details of the mechanism for controlling theseoond and highgear shifting fork;

Figure 5 is a fragmentary view similar to Figure 3 but eliminating thecontrol valve mechainjntiandshowing the gearingin' high speed driveestablished condition;

V Figure 6 is a longitudinal'sectional view taken on the" line "6'-'-6"0f' Figure 1 showing" details. of, tlijeffluid'motor valves andassociated'parts;

Figure? isa fragmentary view of the shifting m'ecl'ianismmountedon thehousing cover, said er beingpartially broken awayf't'o sh'dwlthe partscarried on the inside thereof, and operated positions corresponding, tosecond speed ratio selected and established as a result of the" mainvehicle clutch being disengaged;

"Figurej8 is a 'viewfsimilar to that ofrFigure '7 but showing theposition 'of' theshifting control partswheii the engineclutch isallowedto ensa e;

Figure 9 i'sa View similarfto Figure 8 but show.- ing, the 'position theshifting control 'parts will assume 'as' a' result of the enginefrictionclutch being disengaged to enable high speed ratio to be 'establi'shedwhenthe fluid motor is operated second speediratio still established)Figure 10 is a view similar to Figure 9 but show ingthe position theshifting control parts will assuine in selecting second speed'gearratioiwhen theffriction clutch is engaged after highspeed gear ratioisestablished; Figures 11 andv 12 are vertical-sectional views throughthe distributing valve and theseconde ary shut-off valve positioned on.the cover, said viewsbeing taken on the lines H -I l and -;I2- --l2,respect vely f. ie e.3;

Figures 13 and14 are sectional views, similar ,tov Figure 12 but showingthe shut-off valve element open andthe distributing valve element initstwo. fluid motor operative positions, the positionof Figu e 13corresponding to second gear ratio establishmentand thepositionof Figure14 correspcnding to highvgear ratio establishment;

Figure 15 is a, sectional view through the primary Shut-:Ofif controlledby, the. gear jsh'ifting lever, said view being takenon thewline I5'I501 Figure 1;

Figure 16 is aperspective view of the distribute. ingvalve element andassociatedselectingmeans;

Figure 17 is a perspective view of the actuating and selecting assemblyassociated with the distributing valveelement; Figure 18 is afragmentary side view of a motor vehicle chan e speed gearing controlmechanism similar to that ,of Figure 1 but modified to .accom-. modategshiftingbetween second and high speed ratios 'by manipulation ofthe engine controllin acceleratormech'anism, the parts" being shown inpositions corresponding to neutral condition of 4 the gearing and thevehicle friction clutch disengaged so that the clutch controlled suctionline shut-off valve is open;

Figure 19 is a view of the shifting mechanism mounted on and associatedwith the gearing housing cover, said cover being partially broken awayto show the parts carried on the inside thereofand operated to'positionscorresponding to the vehicle clutch disengaged, second speed gear ratioestablished, and high gear ratio selected;

Figure 20 is a view similar to Figure 21 but showing the shiftingcontrol parts in positions corresponding to the vehicle clutchdisengaged and the distributing valve moved to a position to closedwhich correspondsi-tocreleased position 'of the accelerator; i V

Figure '23 is a. sectional viewsimilarfto Figure 22 but showing the.open condition of said'valve corresponding'to the depressed position ofthe accelerator;" j

Figure 2 is I a perspective viewlof the secondary shut-off valveelements which 'are controlled byieither the acceleraton-Inechanisn orthe 'gear-:.

ing control mechanism;

Figure 25 is a fragmentary view of anothei} modified gearing controlmechanismrwher the distributing: valve is arranged to be controlled tbythe accelerator 'mechanism" and the selecting s; the position to whichthe distributing valve ele ment is to be moved in establishing ageaigratio v is. controlled; by a speed-responsive device said viewshowing the control; parts in position-whensecond speed ratio has beenselected-bythespeed-. responsive device and-then established by the-re;

lease of the accelerator mechanismtopengine;

idling position with the clutch- DQdal; -operated shut-off valve open;

Figure 26 is; .a view similari-to Figure 25 but showing the position ofthe. control parts,- when high speed ratio has been selectedbyr-thespeed responsive device and then established by. ;tl e release ofthe.acceleratorasfaforesaid;

Figure 2'? is arviewsimilar to Figuresi25 gand 26 :butshowingtheiposition of thecontrol; parts when second speed gear ratio isestablished by- -a full depressing of the v accelerator,notwithstandingthe speed-responsive device is, conditioned 'to, normally selecthighspeedge'ar ratio Figure 28 is a sectional view showing the speederesponsive device. and itssdrivingconnection; said viewjbeingxtakenon;jthe. line. 281-28 1' of' Figr 25,3 Figure 29 is a perspectiveview'oithe distribute ing valve .1 actuating. Lassembly: controlled-:bytheacceleration'mechanism;

Figure 30 is. a fragmentary-side yieve ofy an-r other modified. controlmechanism iinj which the vehicle friction clutch is manuallycontrolled,-:the distributing .valve is controlled from the @en iaccelerator'mechani'sm, and the :primaryshu-t-ofi valve is controlled-byanvabnormal movement-of; said accelerator} s Figure ;.31 is a plan view:of the accelerator 101 erated shut-01f valve .:in normal, aclosed:ipositiunr V aerator;

ceieratoncon r ma vishut-off valveq n'l ts,

normallyrclosed position; ,c' a

Figure 33 is an operated'vie showing the shut-; ff valve p ned by d prin the he 1e ;0f. theaccelerator pedal; and

,Figur,e 134wis an enlarged sectional view similar-i1 "to-Figure ;32 butshowing the open position of the V V shut ofi valve corresponding toFigure 33.

mo ive; is, identical for 'tnemost part to" he;

' smooths disclosedsinggmy .Ereissued U.; 1s.

, BatefiflNo: 221,791; datedsepteinber 10? 1946,

,CdntrolfMeans for Changeespeed Transmissions.

The present controlmoons; however, embodies certain. improvedfeatureslfor 'oont oumg the so motion" and operation of: [1 thedistributing gv'a The actuationof the distributingvalve remains;

or equivalent member and functions in the saniejv manner as illustratedand described-fin the above thi'e' numeraljl indicates theinternalcombustion 3 engine for-"driving. a motor vehi'cle, thisflenginebeing conriectedto' the wheels of theivehicle by" means of the usualfriction jclutchlin'ot shown) enclosed within the housing 2 and'by' thechangespeed gearing. The gearing-is connected through 95 suitable'shafting and a differential gear ignot t shown) to the vehicle wheelsas is the usual practice; A clutch pedal 3 secured to .theouter end of ashaft 4 controls the engaging and disengaging of theclutch. The changespeed gearing} which is comprised of a plurality of differentjgearj setscapable of producing a corresponding series of speed gear ratio drivesand isembodied in a housing 5 in which is journaled the driving shaft 6(connected to the driven element ofthe clutch) and the axially alignedgearing driven shaft I.

housing at one'side of the driving and "driven shafts. 'Ihe cluster ofgears, in addition to the gear 9, includes asecond speed gear ll, a lowlspeed; gear 12, and 'a' reverse'speed gear 13, the latter being inconstant mesh with an idler gear l4. portion of the driveir'shaftl whichextends" into the housing is provided splines 15 upon which is slidablymounted a; c'ombined*low and reverse gear lfif'said gear, when movedforward,'mshingfwiththe gear vl2 to obtain low' speed ratio, and whenmoved rearwardly, meshing with gear Hi to obtain reverse gear drive.

"i' he driven shaft "lahead of the splined portion has rotatably mountedthereon a secon'd'speed gear H which is in constant me'sh- With'thesecondspeed gear H on'thecountershaft. The sec 0nd 'speedgear 'l I isconnected to the driven-shaft andthe driven shaft is connected tothe-driving shaft in a selective manner by 'meansof'a-coin 'bined'toothed clutch and synchronizing means.

This" structure is well knownand need only be 7 briefly described.As'best shown-in Figures 3 and 5,-clutch teeth lll'are' pi'ov'ided onmourn-- ing'shaft B-and clutch-teeth ['9 are "provided on the gear I l',said teeth being in" opposedjspaced relation. The portion ofthe-driven-shaft be-' 7B" tweenthegclutch teeth has ...secured theretoaz splinedysleeve as; having thereon a slidable and: non-rotatable,clutch collar or shiftablermember;

2|, provided with internal teeth for, cooperating? with-teeth 13 whenthe sleeve is moved-forwardly,

or for,;c0operatingwith teeth l9 when moved;

rearwardly. The synchronizing means-which is employed to bring eitherthe-teeth 1 8 'orsl9 :and:

comprises, a synchronizing memberv 22 associated with the; driven-shaftteeth l8 and a like meme b er 23 associated with teeth J S on thesecond,

speed gear; when'the oollarismovedfory-a M A 7 h V V ;,wardly to engageteeth-1&1 the synchronizing:

The.control mean s shown in-F igures l .to 1'7,

' ing and driven shafts together, and then ,subseduently facilitatemovement of the collar through;

the ,teeth ofthe synchronizing member to a posi etioneengaging; teeth;[3. Similarly, when collar 21 15 movedrearwardly; synchronizingmember'23; will 'be operatedsoas to frictionally connect gear,

'l 'l to the driven shaft'anol then subsequently on I e H e w eiablejthe teeth of the clutch collar to pass through; however} funder.the control of the clutch pedalv 25:

. Figure 5 the clutch collar is shown as being moved forwardly to a,position where the driving shaft isdirectly connected to theolrivenshafts The means for shifting the collar fij and the combined lowandreverse gear lii in order to properly control the change ofdrive-ratiqs-of the gear will now be described. "Onthe'sideclosure;plate 24 for the gear housing 5 thereis iournalcdz a shaft 25 {bestshown in Figures 1-, 2 and 3) which extends tothe exterior of theclosurevplate.

and haspinned thereto an operating a1'm26. To

fork 28 engaging in an'annular groove in the comb-- bined low,andreverse gear l5. Thus when the arm 251s moved to rotate shaft 25 in acounter: clockwise direction, as viewed from the exterior, of theclosure plate, shifting fork 28 will be so moved as to place the gear [6in mesh with gear i 2 to obtain lowspeed ratio, and when the arm isturned in vthe opposite direction, the shifting forkwill move to causegear IE to be placed in mesh withthe idler gear 14 to obtain reversevgear ratio. v o,

-.Also journaled inthe closureplate forwardly of the shaft 25 4s asecond shaft 29 and securedtol the outer end :thereof'is a second arm3ll'forlro-l tating the shaft. The inner end of the shaft has securedthereto, as by welding, an upwardly exe'a tending arm 3i in,whichlis'pivotally. mounted a shifting fork 32 engaging in a grooveinfclutch-j collar 2}, Thus'when the shaft'29: is rotated'in a.counter-clockwise direction, as viewed from the 1 exterior of theclosure plate, collar :2} .will be speed ratio.

di rttvb mpanion neutralizing levers1'33:

and 34 by m ansjbf pivot pins 35' and 3s, ro

spectively. Thesejlevers extend upwardly on op-t positesides of arm iiipivotally carrying thesliif ing fork 32-; The lever 33 is provided withan'i'n As best shownin Figure 2 a view of .tlie inside of the closureplate) the closure plate'has mou t- 7 spread apart when fork 32 1s movedfrom its-neu-"- tral-positiori'in either directionto' cause second and-.high speed ratios to be established. If the levers are moved towardeach other when the' fork is on either side of its-central or neutra-lpe si tion, arm 3i tv-ill=loe engaged and the fork will he'moved baekitoits central position. Thus itis seen that ifthe fork is in a'position'causing a speed ratio'to be established, the gearing can beneutraliiedhythe movement of the levers toward each other;

i Also journaled in the closure-"plate'isajsh af-t 'fiii' which ispos'itioned rearwardly' of shaft and abovepin- ?}uponwhich lever 33 ispivoted; The

outer end of this shaft has secured thereto an arm 41. Also, the innerendo'f the shaft hassecu red" thereto an arm 42' (see Figures 2, 4 and5) which eitten'ds'upwardly between the closure-plate and-the lever 33.Carried on this arm is a pin Mforcooperation with the end of lever 33where b'y when sha'it lii is moved in a counter clock'wise' direction,a's-viewedfrom the exterior of the closure plate, pin ASvvi-ll pickuplever 33 after a lostmotion'r'novemen-t and rotate it with arm 2, thuscausing levers 33 and 34 to be moved toward each other;

"At the forward end of the closure plate is journaled' a shaft 44 havingsecured to its outer'end a detachable short arm 45 and to its-innerend-an integral longer-arm 45: Shaft d4 is adapted to: be rotated in acounter-clockwise direction" by meansof clutch pedal3, the structure foraccomplishingthis comprising an arm' fi secur'ed'to shalt: 4' andextending upwardly adjacent the short arm. 45; This arm carries a pin mfor en--- gagement with the arm 45. The relationshipbe tweemarm. 41 andarm 45- is such thatthepin will not engage. the arm 45 until the clutchpedal has beenimoved to a position justdisengaging the clutch.Additional movement of the clutch pedal will cause rotation of 'a'rm '45and also arnr 45 in'a. counte1r-clockwiseidirection as'viewe'd in Figure1...

OnItheJupper forwardcornerof the exterior=of the: closure plate 24 thereis mounted a valve housing 49 provided with parallel bores50 and 51opening toward the gearing housing: In bore 5'0 there is positioned acylindrical valve elementSZ having-an actuating extension 53 andin'bore.5 1" thereis positioned a cylindrical valve element 51 having ana'otuating extension" 55. These Valve elements" are held in the bores byapla'te 5'6'inte'rposed between the valve housing 49 and theclosu're-p1ate24 which has an opening 5T through which-"the" extensions53 and 55 project. The valve controlled by valve element 52 willhereinafterbe referred toas a distributing valve (generall'yindicated bythe letter DI andthevalvecontrolledby valve element .54 'wilthereinafter be:-

'erally indicated by the letter S); Y a i H ln-apeoraaneeiwith onenovelfeature: ofiihy invenue-nape inner end o'f e'xten'sion 53 has securedthereto a double: armed actuating. member" 58 formed with depressions59-and '60 on th' rear edges or the" arms. see Figures 16 and. 17.

Looselymounted on the extension '53 between member 58 and the plate 56is a member=t| hav-- s ifigfoppositely extendingarms 52 and "63; 'Thearm 62 carries; a; pin ti which is adapted'to co operate with anelongated slot'55 in the end ofan arm 65 which islooselymounted on theextension 55 of valve element 54.- -Alsoloosely mounted on the extension55 is a second arm 51 which extendsdownward for engagement bya pinwearried by theendor the pivot 'portionof shiiting' fork32 pivotally.mounteclinarm 3|, previously: referredto; The arms so-and '61'areJyi-eldabl'y' connected together 'b'y acoil spring 69 so that:

arm 67' can he rotated in" a counter-clockwis direction (as viewed'inFigure'l'li relatively to'arm B5 the event arm se is held'fromrotatioriand alsocause thearms to rotate together faIm'BG is: The extent ofrelative rotation is not held. limited by interengageableparts(lu'g'ancl recess) on the hubs'oithe arms (see FiguresB and I7). Aspring In is connected between the 6'4: and thetop of theclosure' plate.Thisispringnormally a'ctsto pullthearms -62 and 'fifiup'wardlyin umsontothe'positions'snown in Figure 10. Due to the lug and'reeessconne tienmaintained by'the coil spring, between arms 65' and: 61;, the arm 51will also be" rotatedby spring in to the position. shown'in Figureil'o'ii arm GTis free to move. 'In' the event arm's Hand 65 should be held inthe positions shown inFi'gllre IOandthe arm '61 engaged bythe pin 58on'the shifting .fork'to the arm 8T can be moved to the position shownin Figure '7 byfiirtheri energizing the coil Spring 69.

Whenwhe'arms stand 66 are released the coil spring willthen' snap thesearms to the positions shown in Figure-'8' against-the bias of spring 10which is much weakerthan'the coil spring.

The arm BS'carries. on its inner side a V-shaped selectifig'pcamll whichis arranged for operatively guiding a finger (to be described) into thedepressionsli andfll on opposite vsides ofthe. double armedmembe'r 58.The arm 6131 which is opposed to the arm fizisformedvvith a'V'-shaped'1ocking.

slot I2 havingi1egsl3 and"! divergingin the direction of its outer endandiare employed under certain. conditions. for preventing rotation of.the.

member 5'! and theIV s'haped selecting, cam- Tl carriedf'b'y. the arm. 7

In J the upper irontend of the; closure plate thereisinounted a sleeve15,- fiXed againstrota- 1 'tion, and slidable in this sleeve is aplunger 16 carrying a pin H (see Figure 1'7) for operation with theV-shapedlocking slot 12. A spring 18 biases the. plunger inwardly sothat the pin will mentineither of the recesses 59 and 50 of the member53 depending on thesposition of the cam.

When the plunger isbiased. outwardly by: the

spring 18- to the positions shown in. FiguresSand lOit vill: be heldin ahorizontal position by the-g spring acting on. a fiat surface-at thepivoted end "of the finger. When the finger is in the position shown inFigure 8 which is itsnormally inoperative position, th'e'pin 88 will bebeyond the-apex oi the cam, as shown; The plunger I6 is arranged to beengaged and actuated'by the upper end of the previously mentioned arm t6which engages a shoulder 83 on the plunger. As already described arm 45is actuated by the clutch pedal when moved beyond clutch disengagingposition. The structure just described, and particularly the double armoscillatable lever 58, comprises the selecting means for determining towhich position the valve element 52 will be moved, which is the controlelement for determin ing which of the two speed ratios will beestablished upon'operation of the power means to be described and shownas a fluid motor. Y 4

The projection 55 on the valve element 54 has securedthereto a shortactuating arm 84 provided with a slot 85. This arm extends downwardlyand alongside the upper end of arm 42 which, as previously described, issecured to and actuated by shaft 40. The arm 42 carries a pin 85 whichcan engage in slot 85 to actuate arm 84 and consequently the valveelement 58. The end of arm 84 and the slot 85are' so formed that pin 86will pick up the arm and actuate it only during a portion ofthe movementof arm 42. Thus when arm 62 is rotated in a'clockwise direction from itsnormal inoperative position shown in Figure 1, it willmove relatively toarm 84 and then pin 85 willengage slot 85 to pick up arm 84 and movevalve element 54 to its open position as shown in Figures (to 10, 13 and14. I i

As best shown in Figures 1', 6,12, 13 and 14, the rear end of valvecasing 49' is provided with a'passage 81 for placing bore I incommunication with a conduit 88 which is adapted to be placed incommunicationwit-h a suitable source of fluid pressure or suction, suchas, for example, the inlet manifold of the internal-combustion engine.The valve element -540f shut-off valve S is provided witha cross passage89 for connecting passage 87 with-a passage 90 leading to bore 58. Thevalve element is also provided with a slot 9| whereby the passage 90 canbe connected to an atmosphericpassage 92 so that when the valve elementis turned to a, position wherein the cross passage 89 is out ofalignment with passage 8?, passage 96 will be in communication with theatmosphere. The normal inoperative position of the shut-off valveS'corresponding to neutral position of the gearing is as shown inFigures 1 and 12 wherein passage 96 is connected to atmosphere throughpassages 92 and 98. When valve element 54 of valve S is rotated by arm42, it will be in the position shown in Figures '13 and 14. whereinpassage 90 is con nected to conduit 88.

The valve element 52 (see Figure 16) in bore 58 is provided with twoslots 93 and 94 whereby the valve element may cause'the passage 9% to beconn'ecte'd'to either passage 95 or passage lit in the v'alvecasing,depending upon the position ofthe valve element. The slots 53 and st-are so 'formed as to leavea wedge-shaped portion 9'! which can, whenfound desirable, shut oil? passage 520 and enable passages 95 and 96 tobe "in simultaneous communication with the atmosphere through a passage98 which communicates "with bore fiil opposite passage 90.

l-"ositioned below the closure plate on'the outside thereof is a fiuidpressure-operated servomotor 99, herein shown as being of the suction 10type which is operably connected to actuate arm 3!], and by means ofshaft 29, the shifting, fork 3 2 for controlling the second and highspeed ratios previously described. The servo-mechanism which is shown,by way of example, as the power means for effecting speed changes in thetransmission includes a cylinder I iiilpivotally mounted :by anextension IGI" on a bracket I02 secured to the clutch housing 2. Withinthe cylinder is a piston I03: and secured thereto is a piston rod whichis pivotallyconnected to arm 30. The piston I03 is positionedat'the'center of the cylinder when the shifting-fork 32 is in itsneutral position. The forward endfof the cylinder is connected by meansof a conduit I05 to the passage 95 in thevalve casing, and-the rear endof-the cylinder is adapted to bejconnected by a conduit I116 withpassage 96 oi' the valve casing associated with the distributing valveD. 'When the source of suction (engine intake manifold) is connected tothe cylinder-by conduit I05 and atmosphere is connected tothe cylinderby conduit I66, the piston will be caused to move to the lower end ofthe cylinder and the shifting fork 32 will be so moved "as to place thegearing in second speed ratio. When the source of suction is connectedto the upper-"end of the cylinder and atmosphere is connected to thelower end of the cylinder, the piston will be moved to the upper end ofthe cylinderand cause the shifting fork to be moved to-a position tocause the gearing to be in high speed ratioi Passage 99 between boresand'5I has asso- V jects out of the valve housing 53 and cooperates withthe hub of arm 36 secured to theouter'end of shaft 29. Thishub isprovided witha-=sniall depression I III into which'the exte'nsion canmove when arm 36 is in its neutral pos'itioriJf- Whh the extension is inthe depression I I0, valve-I0"! is forced downwardly under the action ofa spring I and thus restricts the flow of air through passage 99, therestricting'positiori beingshown in Figure 4. ,When arm 3!] is in eitherof its second or high speed ratio positions; the hubf o'f lever 30 willholdvalve I01 in an upper position so as not to restrict the passage 90(see Figures9 and 12).- The spring III is backed by a plug 2 having anopening I I 3 therethrough which places the bore in communication withthe atmosphere. Thepassage 92, previously referred to as leading to theatmosphere, communicates with the atmosphere through the upper end ofboreIIJB. In order that the two cylindrical valveelements 52 and 54 maybe yieldably held in their different operative positions, there islocated in a bore H4 of the valve casin a spring II5 acting upon balls II6 and II 1 (see Figures 6 and 11). Suitably positioned recesses H8 inthe surface ofthe valve element 52 and other recesses! IS in the surfaceof'valve element 54 cooperatewith the balls and thus insure that thevalve'elements will be yieldably held in their different operativepositions. 1 I l Referring now'to Figure 1,, the arm" 261 on theexterior of the shaft 25 which controlsTthelow and reverse speedshifting fork is. o-peratively connected by a link I20 to an arm I2Imounted on the lower end of the steering column I22.

, Similarly, the arm M for rotating shaft 40 is connected by a link I 23with the arr n I 2 4 mounted mmuntingzoflarms .12 I and I 2*4:.includes; a :bracket I15 securedzto -:.the:- steering column .andprovided with aihearingsleevei26-inwhichthe hubs-of thexarms caremounted. These .hubs receive the ilowenendzof a shift+contro1 :rodiZ-fiuvhichz-is sbOth zrotatable and longitudinally slidable. The 110d.carriesa pin l:2.9'-which-is adapted-tyselecitively :cooperate with.slots .(not shown) in..the zhubs ofiarms I21 and I24. Thus the rod iZ-B:can :be :selectively connected with either -;of 'the arms .12!:.or':l24 by a;.r.ec iprocahle movement in a well .-known .manner..-When either ..or" these zazrms;.is connectedzto .the rod it may therotated ato: reciprocate .the .links "connected :to :the .arms.

.The Z-IOd 128 extends upwardly :along side the .esteering column to -.apoint just below .thesteer- .ing; wheel (not .shown) Secured ato-.this.u-pper iendiisahandle 133. .The upperzend of the rod hasbearingin. ;a bracket :lMand aspring (not shown) .-.cooperates "with .thisupper end to nor- -:ma1l-y.-bi-as the. rod 2so'that- .pin lzfipatithelower 'en'drwillhe: connected :with arm 124. If itzis-zdezsiredtoconnect .the lower :endof rod I28 to arm 1-2.1, :this .is accomplished:by raisin up the handle l33zagainst =the bias :of the spring. Thebracket 1-1-34 has .a portion extending-outwardly :and -.in :thisbracket .is .a :slot 13 5 'in .the formzof .a dowercase-h. .Thebracketis providedwithjiou-r markings 5H, .R, .N,;and .Lto.indicate--the .dificrent.-.selective conditions of .thetransmission.85 determinedbythetposition of 1 the. handle .l 3.3. H, ER and .L.-.areopposite end-sci legs ofthc .sloigaand' fN3-.is:at :thecentenofthe. slotwherein LtheJ. legs .join each 1 other. .Cooperating with the hSIOtaisca pointer 5131. whichcxtends out from '.the:.;hub hi.:handle 11.33.:For -.a .more detailed ;.of. ;the steering -..column construction:reicrence maybe-made to myzU. S..Patent.-Re. 22391..It-isnotbelievedsnecessary to show thedetails-in:thisapplication:inzorderaim understand.

ithennvention;

-';Theihracket 11-25 :at :the .lower end-f :thesteerzmg eolumnialsolhasmountedthereon. a primary ishutwofi valve ;-.-P -:and "as shown. in.liigures. 1 and i:-.this.-.-valve -..comprises :a :cylinder 5 l 3.9mounted ten :the =bracket l-.25.;and-.a cylindricaldial-vealeiment11MBzconnectedgtdrotatezwith:arm i2 4. :Thiswaive-element is .provi-ded with aislot Ml forccn- :nectingtwomorts.lflwand. 4311111 9118 positionsand -disconnecting them when :in anotherposition. .The.; .port- 4.42 sis connected to conduit :88, previ-.ously:reerred .to,.:and ;has the conduit-connected :bothednta-ke:manifold .of :the engine. The port ;.i.4.3.-;is,-,conne.cted tc-aconduit 1-44 which :is .con-

:nected-to-.theengine;inlet manifold. The valve ."Contrdl operation(Figs. "1 tolT-i-ncl.) Referfingnowto .theoperation .of my improved Itiscontrol mechanism; the .parts .thereof :will .be the positions shown-inFigures .1, 2,3,4. and :12 when :the gearing :is in .neutral or.inoperative condition. Under these :conditions .the pointer 13'!associated with the shifting handle [33 will b.e-..oppositethepointmarked .N on the bracket. .The primary shut-off vvalve P :willbe closed as .willalso the-secondary.shut-ofi'valveS. The dis-.tributing'valve nmay be-in eitherof its two operative positions .butirrespective thereof both ends :ofrth'eifluid motor. 99 .will'beconnected'to atmosphcresince passage 89' is connected to atmosphere vdueto 1 the. closed ;;posi.tion of shut-.ofif -valves-PzandS see figures 11and .-l2). The .selectin-gpam 1| .willbein thepositionashown .in Figurelill being biasedthere Joyv spring 10. This selected position will causethe double armed member 58 and-.the-distributing valveelement 52rte-assume.the positions.inFigures 9 and-l3 (ifinot already there)wheneverthe finger .19 is moved -forwardly by the -.clutch pedal. Thuswhenever the clutch pedal .is moved beyond clutch .disen- 5gagement. theproper communication ;.between the :intake manifold ."and the suctionmotor :99 will be conditioned .to .cause .the. suctionlmotor toifirstrestablishzsecond speed .ratio.

. If .ittisanow. desiredto place the gearing in reverse speed .ratio,this is accomplished by depressingpthrs clutchpedal (in-order .todisconnect the gearing ..from the engine) .and .then pulling .up .on-thehandle! 3.3-,and rotatingit in a counter- 'clockwise-direction-as viewedby :the driver. This wilLmove thepointer 1-37. into the-end of" the leglmarked R. When the .lever is pulled -up,ir0d I28 is sopositionedthatrit-will.-be;-connected to armlZ lat the lower end :ofthesteering. column. .Rotation -.of shaft I218- by the handle willresult in arm} 6 heing rotated; in .a clockwise. direction. .This :will.cause -.the combined. low and reverse .gear .to begmoved :rearwardlyfrom its :neutral or .inoperative position and .to a position wherein.it canengage idler gear .14. Reverse; gear ratiois "now operative andif. the .clutch is re-engaged, the vehicle-willbemovedrrearwardly. Whenthe gearing :is in reverse .speedrratio, the interlock -I will function.to prevent any possibility .of the high. or .second .speed' ratioshifting .iork from .lca eing moved accidentally .from its neutral.posiion.

..If .it :is desired .to place .the gearing in low speed ratio,theengine clutch is disengaged :by .depressing the .clutchpedal-and thenthe handle .133 so moved as to :place the-pointer in the end of theleg-of .theh-slot marked L. This causes .the arm '26-.170 he rotated .ina counter-clockwise direction. and thus .moves the combined, lowzandreverse gear .I-B forwardly to a position wherein it engages the gear.l2. The transmissionisnow .inlow speedratio-and when the .clutchpedalri's released to re-engage the clutch, the vehicle will be moved.forwardly.

Thus it is-seenthat thecombined .low and reverse .gear 16 is movedsolely by manual .efiort in :order to obtain either 10w or'reverse speedratio. This method ofoperationis not burdensome .on the driver sincethese two speed .ratios are not employed .asoften as the second and high.speed ratios .of the gearing.

When it is :desired to employsecondand high speed ratios the clutchpedal is depressed to .suchas extentas to disengage the .clutch and toalso move the clutch pedal beyond the .disengaging position. Thisadditional movement of the clutch pedal willresultin the.finger 19 being.moved forwardlyand sincethe ill-shaped selecttion as viewed in Figure1.

.ratio to be established. 7

13 ing cam" H is in the -position shown -in-Figure 10 the pin 80 on theselecting finger will be guided downwardly Y into the depression '60- ofmember 58 and then rotate said -memb'er 58 to the'position-sho'wninFigure 7 if the-member is not 1 already in said position, -WhlC1'lfitmay not be, depending upon its position when the'gear was neutralized.As the finger I9 is moved forwardly the pm I! carried by the plunger 16}(to which thefinger is pivoted) will ride into the leg 14 of the'V-shaped slot 12 in the arm 63. The arm 63 is positioned so that thepin will move into the-leg 14 since, as indicated in Figure -10, themember 6| and the selectingcam have been rotated upwardly by the spring10. When the pin enters the leg I l the selecting'cam will be locked,the'locked position 'beingshown in Figure 7. Therotating of the doublearm member- 58' by the finger to the position'shownin Figure '7 will'so'pos'ition-" the valve element 52 "of the distributing valve-Dthatthe forward end of the suction motor 99 will be placed in com municationwith the passage 90 and the rear end' of said suction motor will beplaced in communication with the atmosphere, all as indicated in, Figure13. The passage 90, however, will not'be' thefact that the gear shifthandle pointer: isin the L.slot.

Afterthe clutch has been .disengaged and the clutch pedal moved beyond'disengaged position,

the gear shift handle is now movedifrom the end.

of the L slot to the N? positionand then to the endof the Ti? slot..Themovement to'the NHposition will result in neutralizing of the lowspeed ratio by manual efiort.: The movement of the-handle to the .H.positionywilliopenthe primary shut-off valve P. and; thus placethedntake manifold in .communication'wi-th the. conduit 88.. Themovement oflthehan'dle .tozI-I .position also results in the rod I28being-disconnected from arm I2! and connected with the arm I24 and thelatter rotated in such a manner .as to cause the arm. 41 on the outsideof the .cover plate to be rotated in a clockwise direc This resultslnarfn 42 secured tothe interiorof shaft 40 being r0.-

.tated in a. clockwise directionand vto'theposition indicatedin Figures6 tom. Thepin 86 on'.lever .42 willmove into slot 85 of. the short-arm84 .and rotate this arm so as to place valveelement54 .of the secondaryshut-01f. valve S in open posi- I03 of the. suction motor is movedforwardly by the action of differential pressures and arm 30 is rotatedin a clockwise direction as viewed in Figure 1. The movement of the armcauses the shifting fork 32 to be moved rearwardly and to carry. with itcollar 2 I, thus connecting gear I! to the driven shaft and causing thesecond speed 14 When the shifting fork 32 is moved rear.- wardly toestablish the second speed ratio,'pin 68 (carried by the fork) engagesarm-6T and rotates directly with the driving shaft.

this arm in a counter-clockwise direction from the position shown inFigure 10 to the position shown in Figure 7. This movement of the arm 61is accommodated by the coil spring 69 and the lug and recess connection.The rotation of the arinfil, however, will notwin any way eifect thepositions of the arms 66 and 62 which will remain in their positions asshown in Figure 7, due to the fact that they are held'by the pin 1'!being in the leg 1.4 of the V-shaped locking slot. As. the shifting.fork moves rearwardly it will also carry with it lever 33 levers. V 7

If the clutch pedal is now released, the vehicle will be moved forwardlyby power being transmitted through the second speed ratio. Release ofthe clutch pedal results in the release of the plunger Hi and when thisplunger is released the spring 78 will cause the plunger tobe movedrearwardly, carrying with it the pin fl! and the finger 19 so thattheparts will assume the-posi-. tion shown in Figure 8. When the pin 11reaches the juncture end of the leg M, the arms 62 and 63 will be freed.When this occurs the coil sprin 65 will then swing the arms 62 and 66downwardly and the arm 63 upwardly to the positions shown in Figure 8.Thiswill set the selecting cam -'H in high speed ratio selectingposition so that the pin 88 on the end ofthe finger. can. be guided intothe depression 5910f the double arnrmember-whenever the plunger I6 andthe finger are again moved forwardly. As long as second speed ratio isestablished, the distributing valveD will remain in the position shownin Figure 13 and the rear end of the suction motor will continue to bein communication with the engineirilet-manifold. v

If it is now desired .to place the change-speed gearin in high speedratio; that is, direct-drive, all that. is necessary is to depresstheclutch pedal beyond clutch disengaging position and then. re

"lease it. The. handle 133 is notmoved in any manner whatsoever. .Thedepressing -,of the clutch. pedal causes arm 41 to again move theplunger 16 to thegleft carrying with it finger, l9.

Since theapexof the V-shaped selectingcam H is now below pin inhorizontal relationship thereto, the pin will ride into depression 59;of the doublearm member iqtand cause rotation of the distributing]Valve element in counterclockwise direction to the position indicated inFigure 14. Simultaneously the pin fiil will moveinto leg 73 of V-shapedslot 12 andlocl; the selecting. camin its lower position as shown inFigure 9. Figure 8 shows the position of the parts prior to, depressingthe clutch pedal and Figure 9 the positionof the parts after depress}ing the clutch pedal. The new position of the distributing valve 33 willresultin the front-end of the power cylinder'being placed incommunication with the atmosphere and the rear end of the cylinderplaced in communication with the inlet-manifold since the two shut-offvalves? and S are still in open position. Thepiston of the powercylinder $9 will then move from the forward end tothe rear end under theaction. of differential pressures and cause the gear shifting fork 32tobe moved to connect the driven shaft As arm 33 is rotated by the powercylinder 99 from its second speed position to the high speed position,the depression I II] on the hub of the of the companion arm; will: passabeneathr,-the;:.extension; :.I 0.9 softthe restr-ictingwalveai 'Whenarmttllsis in 'aiposiitiontsoirthat l the. extension is :in the recess,the

Shifting :.fork'-.'will;be .inzitsineutral position albleadvantage sinceit'provides sufficient time for the synchronizing elementsassociated-with the-cooperative clutch teeth to become. operative andbring the 'speeds of the teeth to approximate synchronization andthereby produce :easier en- "gagement. 'Ir'there werenoslowing. f .therate of movement of the shifting tforkifromsecond speedposition to highspeed position, .excessive "wear in the synchronizing means wouldresult.

When the clutch pedal isreleased, the vehicle can be driven in'highspeedratio. Etelease-of the clutch causes plunger 16 to be againre-*tracted ito the rear to the position shown .in Figure 10. The movementLof theshifting fork to 'the high-speed position'moves itssecQndspeedrratiooperative position :to the high speed-ratio operative position,Thus gear I! is disconnected from the driven shaft-and the plum awayfrom arm- '61 and, consequently, since release of the clutch hasunlocked the selecting -cam, springl ll will move arms 68 and .62 inunison and theapex-of the'V-shaped selectin'g cam H to a point above pin8 0 in horizontal relationship thereto, all as alsoshown inFi'gure 0.When thep'lun'ger isnow a ainm'oved to the left, pin 80 willmoveintoen'gagement with depression-fitl andl'rotate valve element 52.of the distributing valve D to the position'showniinFigure 7. The:movement of the shifting fork to' the high speed position alsocarriesfwi th itthelever 34. Thus both neutralizing levers 33.and 34will be spread apart as shown iniFigures T to 10.

in :driving the vehicle inhigh speed ratio, a zconditio'n is encounteredwhereinit is desired to again obtainsecond speedr-atio, as for example,in negotiating an upgradeorafter slowing down at a road intersection,all "that need be done to obtain second speed ratio --is to againdepress the pedal 3 beyond clutch disengaging position. This will'causeplunger lB to be moved to' 'the' left, thereby operating the valveelement 52 of the distributing valve in a manner already described tocause-the suction motor 99 to shift the connected shifting fork to thesecond speed position. The restricting'valve I01 will be operativeduring the period that the shifting fork moves through neutral position,thus slowing down the rate of movement of the shifting fork toaccommodate operation of the synchronizing means. 'When the clutch pedalis released, the parts will again assume the position shown in Figure 8.Subsequent depression of the clutch pedal will resultin'p'lacing thetransmission in -'high speedratio. 'Thus it is seen that the operatoro't'the vehiclecan alternately obtain second and high speed ratios asdesired by merely depressing the clutch pedal. He need not at any timetouch the'handle 133 on the steering column. When the gearing is "inhigh speed "ratio, theonly gear ratio which will probably be ubsequentlyused in normal'forwarddriving will -b.e .-second speedgratio; -.If thegearing'is'in. second aspeedratio the speed ratiomost .hkely to Theused-znextis high speedratio and thisisobtained by :merely depressingtheclutch .pedal. Thusdt .is seen'that. the two-speed ratios whichare-used most inforward driving are easilyobtained without the use ofany movement of the. hand, only by a de-clutching and re-clutchingoperation. If it is desired to disengage the clutch without performing:any .shiftingoperation, the clutch pedal 3.need only be movedto 1a.positionwherein the -:clutch is just silisengaged.v This 'will onlybring the arm 41 into initial engagement with arm 45 without impartingiany .movementto .the parts-actuated thereby.

"When the handlelis moved so as -to.place the pointer-in the .end of theleg marked H. of the slot, second tspeedratio. will always be firstohtamed since thespring 10.normally positions the 'V--shaped-selectingcameo as to cause-the finger. :to rotate Le1ement-52 of the-distributingvalve D to the position.whereinthefluidjmotor "99 @will .move the.shifting Jerk to cause second speed ratio to be operated.

When shifting handle .l-33 .is .in taposition wherein the pointerindicates. I-Pxand it is-desired to neutralize the earing, this canbe-"accomplished byjmerely returning. the :handle .to the N positionafter the clutch is disengaged. This causes :arm =41 to be rotated backto its position as indicatedin Figure :1. Initial counter clockwiserotation of arm 42: -first rotates shut-off 'valve element. -54 :to.=a;position. wherein passage; 90' .is cut on from passage :81 :andconnected-to atmosphere'by'way ofspassage 92; Thus the power cylinder 99has both end'siconnected :to atmosphere 'and no difleren'tial .pressureis effective on the :p'ower piston notwithstanding the distributingvalveelement 52 is so .positioned that one-end-nf the cylinder would beconnected to'the source nf suctionif thevalve element 54 were not shut01f... At this point pin :86 begins jto diseng'age fromzslot of valveoperating arm 84; since iurther rotatio'npf valve element .54-isunnecessary andpint-43 now picksup lever .33 and moves itinca"countereclockwisedirection as viewed inl ig'ures'l to .10. Theconnection between lever '33 f andcompanion .lever 34 causes'thehlatteriever to move in a clookwisedirec- T-tion. In other words,the'levers iare'moved'toward each other. If theshifting -fork 32 shouldbe in high'speedcondition, as shown in Figure 10,:the movement of thelever *34'will cause the shifting-rork-tobe moved to its neutralposition. Similarly,Iif.tthe shifting fork-is in second speedpositiongas shown in Figures? to 9,'the movementof .lever 33 :willpickup the, shifting fork iandimoveit to 'its-neutralposition. Thus whenshifting handle 133 is. moved to the indicated neutral position,.thelp'ower cylinder will be disabled by both shut-01f valves beingclosed and the gearing will be:positively neutralized.

From the above description of my improved cliange-speed gearing controlmechanism it is seen that the structure is simple in operation "andconstruction. The control mechanism elimin'ates :all hand-shifting forsecond and high speeds, thus leaving' the operator free to employ hishands "for steerin the vehicle or for other purposes. Also, thecQntrOI-mechanism is so arranged that whenever the shifting handle ismoved to {the positioninarked N, the driver 'will'know that-the gearingisin neutral position. Thus there is no "possibility of the driver notknowing the condition of'the transmission; that is, whether it isneutral-or in a gear ratio opera-' tive position. Since presentchange-speed gearings of the conventionaltypenow have such second gearratiosthat it is very'seldom necessary-touse low speed ratio except onheavy pulls, the control mechanism provides for substantially all theshifting to be performed by merely op-. erating the clutch pedal. Tostart the vehicle the driver need only place. the handle I33 so that thepointeris in I-I. position. Second gear will :then be caused to be;operative when ,the clutch is depressed. When-it is desired to place thetransmissionin high jspeed'ratiobitis only necessary to depressthevclutch v pedal. Thus it is seen that when there are no, heavypullsthe operator need only make the initial settingof the handle andthenperform the necessary, shifting operations by merely depressing theclutch pedal tov a point-beyond the position wherein theclutch isdisengaged.

Modified cont1'ol .mecham'sm and operation (Figs. 18 to 24 incl)Referring to Figures 18 110.24; there is shown a modified controlmechanism whereby the accelerator mechanism is employed to control ashut-off valve between "the engine intakemanifoldandthedistributingvalve. This accelerator mechanism controlled shut-off valve isassociated with the previously described secondary shutoff valve S inthe control mechanism shown in Figures 1 to 17, inclusive. The twocombined shut-off valves will now be generally indicated by the lettersA and S.

The'previously mentioned bore I in the valve casing 49 is replaced by alarger bore 5|; Rotatably mounted in this bore is {sleeve valve elementI45, said element being the control element "re'r' theacceleratormechanism controlled valveIA. Ro'tatably mountedlwithin sleeve valveelement I45 is the valve elementf54f 'of'the: secondaryIshut-off valve'S This valveelement 54 is'provided'with a passage '89. and a slot 9 Iin the same manne'r as the previously described valve element 54 ofshut-off valve S employed in the mechanism of Figures ltoll'l'. Valveelement 54"is controlled in a manner alreadyde scribed." Thus thepassage 89 William aligned with the passage8l whenever the gearing is inneutral, low 'orfrever'se speed ratios. When the gearing is' in secondor high speed ratios, the valve element 54 "will be so rotatedQthat thep-assagef89 will 'be out .of alignment with the passage 8'! and the slot9| will be positioned so as to connect the passage 90 with" the passage92'leading to the atmosphere H a V The valve element I45 isprovidedlwith .an annular groove I46 and to one side of this groove theelement is provided with circumferentially spaced holes I41, I48 andI49, the holes I4'I and I49 being directly opposite each other and thehole I48 lying between the holes I41 and I49 and spaced approximately 90from each. hole. Also in the surface of the valve element are two axialslots I5I and I52. Theseslots are 90 apart with theslot I5I beingpositioned adjacent the hole I41 and theslotfl52 being positionedadjacent the hole I48. The slots I 5I and I52 are arranged to-communicate with groove I46 which provides a communicationbetween theslots. Valve element I45 isprovided with an extension I53 whichextendstotheexterior of the valve casing and secured :to the outerend of theextension gi'san'srm I 54 towhich is connected a rod [55 for actuationby theaccelerator mechaeidtai l8 anisms Theaccelerator mechanism is ofusual construction comprising a pedal I55 pivotally mounted to thefloorboard I5'Iof the vehicleand connected by a rod;I53 to an arm; I59with a three-armed lever I60. gThe arm ISI of this lever'is-connectedtothe rod. I62 which in turn is connected to operatethethrottle valve of the carburetor (not shown). The third arm I63 ofthe lever is connected tothe rod I55coming from, the; accelerator;controlled shut-:oif valve. A I

A spring. I64 acts-upon the three-armlever to normally bias theaccelerator pedal to;its -release or engine idling position. q Whenltheaccelerator pedal is in its jleleased position-as, shownin Figure '18,then ,underthese conditions .the,.hole 141 will be aligned with thepassage; 90,. the hole; I48. will be in ;communica-v tion with theatmospheric passage. I08 and the hole. -I49-will be aligned withthepassageB'I, all as shownin Figure 22.; If, under these conditions,the secondaryshut-ofi valve S is in its open position,(Figure' .23),which it will; be if the gearing is in second or highspeedratios; thenthe passage 81 will communicate with the passage 90. However; if the.gearing. is in neutral, lowor reverse-speed ratios, then the. valveelement '54 will be turned to such a position that the passage 81cannot. communicate with the passage 90, but the passage will be incommunication with the atmosphere through slot 9| (see Figure 22).. Ifthe accelerator mechanism is moved to speed up the engine by depressingthe accelerator pedal, then the valve element I45 will be given aclockwise rotation as viewed inFigure 18 so thatit will assume theposition shown in Figure 23. Under these conditions the holes .I4'I,I48*and I49 will be movedjo'ut'of alignment with the passages 90, 92and; .81, respectively,'so asto cut off anycommunication between thepassage 81 .and eitherith'e passages .90 or.92.= Therpassages 9U and92will,x.however, be in communication with each other sincexnow the'slot.I5 Iis opposite passage ill-and slot ,i52 isopposite. the entrance'topassage :92, itfbeing notedithat the two slots come municate with eachother through the groove I46. Thus it is seen that with; the-combinedaccelerator shuteoii valveelement I45 and the secondary shut-off valveelement 5.4. communication will onlyv be. efiective throughthe valvesbetween the passage 8 'I;andthe; passage 90 when the gear shiftinghandle is placed in the H position and the accelerator pedal is f'vreleased. If the acceleratorpedals is depressed the valve element I45;will cut of]? communication between the passages 81 and 99' or if thegearing is in neutralglowor reverse speed ratios the shut: off'valveelement 54 will cut off communication between the passages-81 and 90.

- In order. to be sure that a speed change will not take place betweensecond and high speed ratios except when'it is desired by the operatorto make 'a'shiit'tliere is also provided an additional shut-off valve Cwhich is interposed .in theconduit 88 'leadingfrom the valve'casing 49to'the intake manifold. Thisshut-ofi valve C is arranged to becontrolled by the clutch pedal 3' and istob'e opened only when theclutch pedal is moved to'a position beyond clutch disengaging position.The valve C is incorporated in the forward end of thegear housing coverplate.1..In place of the fixed-sleeve 15 0f the structure de-- scribedin Figures 1 to-1 7, there is mounted a slidable sleeve I5 which sleevestill supports the plunger I6 by -which;the finger 19 is moved tooperate the; distributing valve .D. Spring I8 is employed to bias thefinger to a normally horizontal position only. This sleeve is connectedby a rod IE5 to the clutch'pedal 3'. The sleeve is provided with anannular groove Hi6 and the bore 161 in which the sleeve is slidable isalso provided with ports I68- and-IBS, I68 being connected to'theportion of the conduit 88 which leads to the-valve casing 19 and theportlBS being connected to that portionof the conduit 88 which'leads tothe inlet-manifold. The groove I56 in the sleeve will place the ports468 and IE9 in communication with each other when the clutch pedal isplaced in a position beyond clutch disengaging position. as shown inFigure 19 and 20. -When the clutch is engaged there will be nocommunication through the valve sincethe sleeve is out of position toconnect the por'ts U59 and 169, all as shown in Figure 21.

- Instead-ofhaving the distributing valve actue ating finger'ld moved bya mechanical connection between it and the clutch pedal, the fingerisshownin this.modifiedconstruction as being actuated by: a smallsuction motor HE .mounted on theforward end of thecover plate. Thediaphragm I'll: of this motor is operatively connected by a link I12 to.thearm .45. The arm '46. on the inside of the cover plate which isactuated byJthe arm 45. hasits. upper end pinned to the plunger 15. Aspring 113 constantly acts on the diaphragm of the suction motor. Sincethe arm 45 is pinned to the plunger, this spring will serve as a meansfor returning the finger rearwardly to its normally inoperative positionwhenever the suction in the suction motor is released. The spring alsohas the added function of .moving thevalveelement 52' or: thedistributing valve D to. its. shut-off position. corresponding to thedouble-armed. member 58; being in a vertical position To accomplish thisthe plunger 16 has. a V.-shaped. end which can engage in a :Veshapedrecess 58.: in the edge of the double-armed member as theplunger movesrearwardly. With the distributing valve in ashut-off position both endsof the suction motor 99 are connected to 'atmos,

phereand the piston oi the motor l 'lil will not interfere'withmanualneutralization of the gearing. l-he suctionmotor is connected-by aconduit also be effective in thesuctio-nmotor inland i when atmosphericpressure is present in-the passage sea will alsobepresent in the small-'suction motor so as toreleasethe spring ll'3- to move the diaphragm andfinger rearwardly.

From the above description it is believed to be obvious as to'the mannerin which this modified control mechanism operates. When the gearshifting handle is setin H position-with the clutch pedal, depressed andthe accelerator pedal released, there willbe, an immediate-establishmentof secondspeeddrivesince the suctionmotor 99 willhe Qperateddue to theforward. end, of said motor being in communication; with the manifold.of the engine, it being noted that, all the shut-off valves C, S and Aare now open. When the clutch is engaged the valve Cywill be closed.Thiswill-cut off the; source of suction but will not connect; passage90, to. atmosphere. However, upon depressing the, accelerating pedalvalve element [45 will be turned to the position shown in Figure 23 andthen at this time there will be a venting of the passage 90 and thesucing finger T9 to its-normally inoperative position as shown in Figure21. p

The selecting cam functions-in the same mw ner as described inconnection with the control mechanism shown in Figures 1 to 17. Thuswith second speed established, high speed ratio will be. selected by thecam so that when the clutch pedal is again depressed, with theaccelerator pedal released, there will be a functioning of the suctionmotor lit to bring about proper operationof the distributing'valvetocause a shift from second speed to highspeedd'rive. Release of theclutch pedal and depressing the accelerator pedal will then conditionthemechanism so that second speed is selected and ready to be estab lishedWhenever again the clutch pedal is depressed beyond the clutchdisengaged position with the accelerator pedal released. I

With this modified control mechanism there is no possibility of makingashift when such is not desired. A mere releasing of the acceleratorpedal will not cause a shift because it takes the depressing 0f theclutch pedal in conjunction with release of the accelerator to bringabout a shift. Also] rod and lever connections are eliminated foractuating the distributing valve so that the unit may be located atremote points from the operator controls without'unduly complicating thecontrol hook-up or reducing the operating efficiency.

M odified. control mechanism and operation (Figs( 25 to 2!) incl.)

Referring, to Figures 25 to 29; inclusive, there is disclosed a furthermodified control mecha nism wherein the accelerator mechanism isemployed to actuate the distributing valve and the selection of theposition to which the distributing valve element isto be moved isautomatically'controlled by a speed-responsive device or governor. Mostof the shifting mechanism, already described, remains the same and thestructure thereof is designated by the same reference numerals. i i

The double-armed'member 58 secured" to the innerend of the extension 53of the distributing valve element 52 is actuated by the finger l9pivotally mounted upon the plunger 16; which plunger is slidable in thesleeve 15. forming part of the shut-ofi valve mechanism C employed inthe control mechanism shown, in the Figures 18 to 24 previouslydescribed. The plunger is con trolled by the arm 4%, which has its upperend pinned to the plunger so that the plunger will at all times movewith the arm, The shaft 44 which carries this arm and extends to theexterior of the cover plate has secured thereto the arm 45" whichisconnected by the rod to the accelerator mechanism, said mechanismbeing the same as theaccelerator mechanism described in the previouscontrol mechanism.

With this structure, it is seen that when the accelerator pedal is inthe released position, plunger 1-6 will be moved forwardly so that thefinger l9 operatesthe valve element 52 of the distributing valve. Whenthe accelerator pedal is depressed, the plunger is moved rearwardly fromthe positions of Figures 25 and 26, so that the finger 19 may bepositioned to be connected to the other arm of member; 58 if there has"been a selection made by the selecting cam-TH.

The selecting cam H ;is mounted on the arm 62 as in the previouslydescribed structure. However, the lockingmechanism for this cam iseliminated so that the cam can be moved at anytime therewith.

The armBB has an extension 66' which is adapted to be-operativelyconnected to a governor G. Thus-*it is seen that if the arm 66 is movedup or 'do'wnthe selecting cam 'II' will" be moved 'The governor Gjcomprises-a shaft I vertically 22- with an upstanding integral arm I88which is arranged toengage and actuate the double-arm member 58 of thedistributing valve element upon a movement of the plunger 're'arwardlv.such movement 'ofthe plunger being accomplished by substantially-fulldepressing of the accelerator. Thus; it shouldbe desired to make -ashift from high speed ratio-to second speed ratio when the*selectin'gCam is positioned as shown inFigjournalled"inthecoverplate24L Rotatable upon 5 this 's h'af-t 'is asleeve I 'I'I' having a groove "8 forreceiving a pin I19 carried on-theend ofthe arm 66'. This sleeve is linked to two centrifuge members I80which are pivotally mounted upon asleevel 8| fixed for rotation with theshaft I15. The; upper end of the shaft I16 carries a beveled gear I82'whichmeshes with a beveled gear "I83 carried' on a driving shaft'l84;this driving shaft being'driven fromthe driven shaft 1 of thegear ing bymeans of suitable gears "I85and I86L jfA spring lfl'I surroun ds'the'governor shaft I and normally "biases the "sleeve'IIfI downwardly toholdthecentrifuge members in their inner positi n adjacent the shaft asshown in Figure '25.

the normal positionofthe governor when This the vehicle is notfm'ovingor is moving at a-low T t p y e a I i As' shown in Figure 25,'whenthecentrifuge members are in their inner positions the selecting' cam IIwill be in its upper position and thus under these conditions with theaccelerator releasedinto engine idling position; the valve elementof thedistributing valve will be so positioned that second speed ratio will beestablished in, the event the shut-off valves G ands are both When thevehicle is moving 'ata sufiicient speed the centrifuge members will beso thrown eutwardly' -by centrifugal force that'the 'ap'eir ofthe-selecting'cam will be-moved below th'ehoii- Zoritalline 'ofthefinger. 'Such'avehicular speed may befor example, 20 miles-per hour,-'-This willcause a selection to be made so-that if the accelerator isagain released from a depressed position finger I9 will'be movedto}connect with I theupper end of the double-armmember 58 and thus move thevalve 'ele'ment'of the distributing valve'to a position to cause highspeed'ratio to be established whenever the suction motor -99 isoperated. Operation of the suction motor 99 can belbrought aboutat'willwhenever the clutch is disengaged to open the shut-off valve C,it being noted that the shut-off valve 8' is already 'open since-thegearing was previously in second speed -""When the control mechanismshownin Figures m 29 is employed, high speed-ratio will only be'selected when the vehicular speed is at or above "the predeterminedspeed. Thus a shift cannotbe made from second speed ratio to high speedratio until the vehicular speed dictates such a speed ratio change andthen a change can be accomplished only at the will of theoperator, Sinceto'bring about a shift the accelerator must be released "and the vehicleclutch disengaged; 1 ji flhere are conditions wherein it is desirable toshift from high speed ratio to second speed ratio even thoughthe'vehicle is traveling at a speed above 20 miles per hour. Necessityfor such a shift may be presented when it is desired to pass anothervehicle. In order that the operator can niake the shift. from high speedratio to second :speedratio at anytimehe so desires, the plunger "I6(shown indetail in Figure '29) is provided ure 26 then the shiftwi-ll bemade by fully depressingthe accelerator asshown *in Figure :27. Thiswill 'cause the arm Won the plungerto move rea'rwardly and engage theupper arm of themem-ber 58 and cause it to be swung from the high speedratio position shown in Figure 26 to the'position in Figure 27. Thiswill-now condition the distributing valveso that if the shutoff valve Cisopened by a movement of the clutch pedal, there will be a shift fromhigh speed ratio to second speed'ratio.--' When it isdesired to shiftback' 'to-high speed ratio; all that-need be done is release theacceleratorpedal and open the shutoffvalve-C after disengaging theclutch. Since the vehicle is movingrat a speedgreater than 20 milesperhour, the selecting cam II f-will be properly positionedto' cause themember 58 to be moved to the position shown in Figure 26 when theaccelerator pedal is released. Thus with the control structure; shown inFigures 25to 29 there will-be automatic selection in accordance with thespeed of-the vehicle, but this automatic selection'may be over-ruled atany time if it is desired to make a shift from high speed ratio: tosecond speed ratio with the vehicle moving at such a speed that theautomatic selection is not such as to select the second speed ratioposition for the distributingvalve.

' Modified control mechanism and operation e 1 Fargo r034 incl.) Figures3 0 to13 l,- linclusive, show still another modifledfionf r l mechanismwhich is somewhat imi a to tha o F ures 5 t 29 b w he clutch pedal'operated shut off valve C replaced by an accelerator mechanism operatedshut-off valve. All the structure mounted onthe=cover plateandassociated with thegearingis the same as previously described. Theactuating finger I9 is actuated by the accelerator pedal through theconnecting rod I55 and the arm 45". The control of the selecting cam Hmay be accom plished in either the manner shown in the structure ofFigures 1 to 24, inclusive, or by a governor'in accordancewith thestructure shown in Figures 25 to 29, inclusive. As'shown, however, theselection is accomplished in accordance with the speed ratio which isestablished, that is, in accordance with the structure shown in thecontrol mechanisms of Figures lto 24, inclusively. All previouslydescribed parts are identified by the same reference numerals.

' In place of the clutch pedal operating valve C of the controlmechanisms shown in Figures 18 to 24 and 25 vto 29, there is provided ashut-off valve 0 which is attached to theunder side of the floorb'oardI5! and arranged to be controlled by an abnormal movement of theaccelerator pedal I56 This shut-off valve 0 is interposed in the conduitI88 which leads from the valve housing 24 to the intake manifold of theengine. A

As best seen in Figures 32 and 34, the shut-off valve 0 has a casing I89provided with a flange secured asby bolts to the underneath side of theangular portion of the vehicle floorboard. This casing is provided witha bore I90, in which is reciprocally mounted a valve element. I91having:

a; portion extending. irom= the rear; of I thebore and a reduced tubularportion I92 extendingfrom the 'frontiof thebore 'lfhisvalve element-isar rangedito-be actuated by; a'bellcrank lever. I93- which is pivoted onabracketfliltsecured rte-the topoi -the floorboard ppposite the flangeon the valve casing I69 The-bell, cranks-lever has one arm; operably.connected to the rear extending portion of the valve element and its,other arm pivotally; connected to the heel-end of the accelerator pedalI56. Thusrbythe; bell cranklever engagement with, the floorboard surfaceby a;

shouldered; pin 2ll 3,.which-extendsthrough a slot largedgcircularportion 2B6. This enlarged portension, I 920f,theevalvelelementto apoint slightly v beyond the groove I96, :The annular groove I96.connectsswith a port [9a leading to the surface of the valve casing I89when said valve element is movedto its open-positionshown in Figures/33and 34 and when said valve element is moved: to its closed positionshowriinFigure 32the-annular groove I 9 6 is disconnected from portI98-andsaid port/I98 is placedin communication by fiatportionv 195 withatmospheric port 200, having, a breather cap 209'. Thus, in closedposition vacuum isicut oiT from the control valvesD-and-S andatmospheric pressure admitted throughsaid valves into the powercylinder.

The tubular extension I92 isconnected by a fitting I99 to the portion ofthe conduit I88 which leads to the inlet-manifold and the other portionof theconduit I88 is connected to theport I96 (shown in dotted lines) onthe side of the valve element I3I. A fairly strong spring 26I acts onthevalveelement I9 I tonormally' bias- ;it-to its outward cutoffpositionshown in Figure 32. 'I-lrewalvc element when-in this'position has itsannular groove I I16 dis'cionnectedfrom the port i 98fthusbutting citcommunication between the engine'ni'aniiold and the valvesD s throughconduit- I88; 'Ifthe valve element should be pushed inwardly from theposition show-nin- Figures-30, -3 1'and 3 2 to-the positionshown inFigures 33 and 34,co1nmunication throughthe conduit I88 will beestablished since the 'annular groove 'IS'fi'will be moved intoalignment with the port 198 andthe flat'portio-n I95 disconnectedthere'-frorn. The flatportionIBS is employed to bleed on the vacuum from valves'D and'S andthepower cylinder when the-shut-o-if valve 0 is'in itsoutoif position. i V Further attention'is directed to the constructionwhereby the annular groove It fi'a'lways -remains in communication withvacuum from the engine intake manifold This is brought about byconnecting the annular groove I96 and the axial passage I97 by series.of circumferentially spaced radial passages I97". However, the annulargroove I96 will be moved tothe cut-ofi posi-. tion whenever the port I58is placed in communication with the flat portion I95 so that the portionof the conduit 18.8, between the valves D and S and the shut-off valve 0may be in communication with the atmosphere.

Secured to the outer end of the tubularextension I92 is a platef2iil2arranged to slide on the bottom surface of the angular portion of thefloorboards I51. This plate is. held in sliding tion, when thevalve-element in it's normally closed position; .is out of alignmentwiththe-enlargedportion oft-he rod and thus this enlarged portioncannotpass through the-slot. However, when the valve elenientlis moved to itsopenposi tion, as shown in Figures diiand 34, the enlarged end 286 oftheslot 284: will-be positioned in alignment withjthe enlarged portionofith slotand a hole ofsimi-lar size in the ifloorboard proper so thatthe rod can slide therethrough. 7

When the enlargedend 2060f the slot registers withtheflenlarged portion20s of the ma I58 so thatsaidrod can freely pass therethrough, springI64 acting on the. threeeafrmed lever I60Jwill bring aboutthis movementwithsome assistance from the operators heel pressure onthe extreme lowerend of the accelerator pedal to open the valve. To accommodate thismovement, theirod I62 at its end where it connects onto the arm 201' ofthe carburetor isprovided with a, lostmotionfslot 208, t-he carburetorbutterfly valve being operated to closed position by spring 209; Thusthe movement ofthe lever I 66 which-occurs when the enlargedportion oithe rod 205 moves through the slot Opening 206 will haveno eftect inchanging the normally closed position of the throttle valve of thecarburetor, or, disturbing the selection setting of valve element. 58.

shut-off valve Omb eing normally closed prevents suction being'efiectivein thesuction motor-99, the connected end of, the motor being determinedby the condition of the distributing valve D; ;Theaccelerator pedal;when-Yin normally released position shown in-Figures30 and 32; I iseflective in operating the distributing valve as the actuating-fingeris. moved forwardly sufilcientlyto move theymomber -58.Thusthedistributing valve is selectivelyv placed in itsoperativeposition when the operatorreleases the-ac:

celerator butto gmaketheselected shift the operator must depress theheel-end of the accelerator pedal. When this is donethe valve element ofthe shut-oil? valve O-is moved to the position shown in Figures '33 and34. Communication from the manifold to the suction motor 99 will now beestablished aocording to the selective-positioning of-the element 58 ofdistributing valve 1). by the accelerator pedal when the upper or toeend of the pedalmoves to its'extreme'released engine idling positionasshown in Eigures 33 and 3.4. When the-valve element -I9I reachesthet-posi-tionshown in Figures 33 and 3e thereularged end 266 of the,slot .204 will then be in registry with the enlarged portion 205 of therod to freely move.- therethrough. The toe end of the -acelerator pedalwill thus be kicked .bacikwardly and the three-arm lever lfifl givensuch a movement in a counter-clockwise direction that thevalve elementof the distributing valve will .beslightly. additionally operated by theactuating .fingen but not to suchian extent .as to. disturbthe selectiveposition thereof. Thus with the distributing valve soipo'sitioned'thesuctionmotor '99 :can now be operated to perform pedal.

'58 are connected to atmosphere. side of valve 58 is connected 'toatmosphere by reason of its position and the active side through valve Sand port 200 of valve 0.

' It is thus seen that all the shifting between the. shifting to changethe selected speed ratio.

When a shift is desired the engine clutch must be disengaged. Thisclutching operation is performed before depressing the heel of theaccelera- To complete the shift the heel-end tor pedal. of theaccelerator must be depressed, When this is done the enlarged portion205 of the rod I58 will move into the enlarged end 206 of the slot 204and the hole in the floorboard, and the spring .20l' in theshut-offvalve will immediately be mally released no shift canbe accomplished.The

spring 20! is of such strength that the normal weight of the heel of theoperator will not actuate the cut-ofi valve to cause a shift to occur.Whenever a shift is desired the heel-end of the accelerator pedal isdepressed and then the toeend of the accelerator is normally depressedto operate theengine throttle whereupon the next releasing of theaccelerator pedal to positions shown in Figures 30, 31 and 32 willautomatically select the next gear position of valve element, 54. Thenthe heel-end of theaccelerator pedalis again depressed to open thecut-ofi valve causing the power cylinder 99 to engage the selected gear.The toe-end of the pedal is next depressed to release the shut-off valve0 and normally operate the engine throttle. The principal; object inhaving the novel lock mechanism is to be able to sustain the valve 0 inopen positionwith the foot removed from the pedal and to preventaccidental speeding of the engine during a speedchanging operation; Withthis look mechanism,

under no conditions can the toe and heel be efi'ec-.

tive simultaneously to operatethe accelerator With valve 0 locked inopen position when the toe-end is operated to speed up the engine, thelock is instantly released causing the heel portion to snap into normalshut-off posi tion. Release of spring 20l causes this action. Innormaloperation of the car the lock may be skipped. This will be done when theoperator depresses the heel-end causing the shift to occur' and thenquickly depressing the toe-end of the pedal. lever set in N position,the heel-end of the pedal is not depressed since both ends of valve Theinactive second and high speed ratios can be accomplished by "the feetof the operator, one foot operating the clutch pedal and the other footcausing an abnormal operation of the accelerator pedal. There will be nodanger of making a shift when such is not desired, due to the fact thatto make the shift it is necessary to produce an abnormal pressure on theheel of the accelerator in order to compress the spring Zlll and openthe cut-ofi valve; nor can the engine throttle be opened above engineidling speed by the toe during the aforesaid shifting cycle, as the'heeloperation When the carlis'parked and the hand looks the acceleratorpedal against toe operation, or vice versa. The operator will know whenthe cut-off valve has been opened since as soon as the valve element I9!is moved to the position shown in Figure 33 the spring I64 will beefiective to kick the toe end of the accelerator pedal slightly upwardlyagainst the foot of the operator.

The modified control mechanism of Figures 30 to 34 is particularly welladapted to a vehicle employing a fluid coupling between the engine andthe change speed gearing. With such a .couplingit will not be necessaryIto disengage the engin from the gearing during shifting andthereforethe shift can be made without any operation of a frictionclutch. With such an arrangement the entire shifting between. second andhigh, both, up and down, can be done by merely manipulating the one footwhichis employed to actuate the accelerator pedal.

It will be understood that other modifications and variations will bereadily apparent to those skilledin the art from the precedingdescription of presently preferred embodiments of the invention whichare for illustrative purposes only, and it is not intended to limit theinvention in its broader aspects except as set forth in one or more ofthe claims appended hereto.

I claim as my invention:

1.- In a control mechanism for a change-speed multiple gear drivetransmission provided with a member shiftable to two positions toestablish only two of said gear drives, motor power means for shiftingsaid member to itstwo gear drive establishing positions, a controlmeansincluding an element having two motor operative positions for.determining which gear ratio said power means will establish whenoperated, a member movable from one'position to another for movingsaid'control element and having an idle return movement; selecting meansacted upon by the control element moving member for predetermining towhich position the control element will bemoved, means'for operatingsaid selecting means and means associated with sai movable member andselecting means for locking said selecting means in its selectingposition while said movable member is being moved from said one positionto said other'position and return.

2. In a control mechanism for a change-speed multiple gear drivetransmission provided with I, a membershiftable to two positionstoestablish only two of said gear drives, motor power means for shiftingsaid 'member to its two geardrive establishing p0sitions,a control meansinclud- 'ing an element having two motor operative positions fordetermining which gear drive said power means will establish whenoperated, a member movable from one position to another for moving saidcontrol element and havingfan idle return movement, selecting meansincluding an oscillatable element for predetermining' to which positionsaid control element will be I moved, means for operating said selectingmeans,

and means for preventing operation of said'oscillatable element of theselecting means except when said movable member is in said oneposition."

3. In a control mechanism for a change-speed multiple gear drivetransmission provided with a member shiftable to two positions toestablish only two of said gear drives, motor power means operable forshifting said member to its two gear drive establishing positions, acontrol means including an element having two motor operative positionsfor determining which gear drive said power means will establish whenoperated, ac-

tuating lneans for movingsaid control element, selecting meanscontrolled by the movement of said shiftable member for predeterminingto whichposition-said control element will be moved by said moving meanswhen actuated, and means controlled by said actuating means whenactuated to move said control element for preventing said selecting meanlfrom being controlled as aforesaid notwithstanding said power means hasshifted the shiftablemember to a selected gear drive establishingposition determining another gear drive selection.

4.1In valve mechanism for controlling the moving of a movable element ofa fluid pressure operated motor to two different positions, a source offluid pressure difierent from atmosphere, conduit'means between saidmotor'and source, a control valve associated with said con- .duit meansandihaving an element movable to two different open positions forcontrolling the operation of said motor, means controlled by movement of.said movable element for selecting the open positionto which said valveelement will be moved, means including a second fluid pressure operatedmotor operatively connected for moving said valve element to either ofits said open positions, and other valve means associated with saidconduit means foricontrolling the operativeness of said, second fluidmotor.

5. In valve mechanism for controlling themovable element of afluidpressure operatedrmotor to two different positions andbeing'associated witha motor vehicle internal combustionenginecontrolledby an accelerator-operated throttle mechanism, a source of fluidpressure different from atmosphere, conduitmeans between said motor andsource, a control :valve associated with said conduit means'and havingan element movable to two different open positions for. controlling theoperation of said motor, means controlled by movement of said movableelement for selecting the open position to which said'valve element willbe moved, actuating means for'moving said valve element to either of itssaid positions, and means for causing said j actuating means to movewhen said accelerator is in a.p re determined engine controllingposition.

6. In control mechanism for a change-speed multiple gear drivetransmission provided with a'membershiftable to two positions toestablish only two different gear drives, a source of fluid pressuredifferent from atmosphere, a fluid pressure operated motor operativelyconnected to z.

shift said shiftable member to either of its gear drive establishingpositions, conduit means between said motor and source, a control valveassociated with said conduit means having'an element movableto twodifferent'open' positions for controlling the operation of, saidmotor,'an oscillatable double arm lever connectedto said valve element,a reciprocable actuating fingerfor selective connection with said arm-toselectively place said valve'element-in either of its open,

positions when actuated, a'selecting cam associatedwith saidoscillatable lever and finger'for predetermining to which arm saidfinger will be connected, means for controlling the selecting positionof said cam, a second fluid pressure operated motor operativelyconnected to move said actuating finger, and other valve meansassociated with said conduit means for controlling the operativeness ofsaid second fluid motor.

7. In control mechanism for a change-speed power means operable forshifting said member transmissionhaving at least two gear sets providedwith'a member 'shiftable'to two positions to establishtwo'diiTerent-gear drives, said trans- 1mis'sionbeing associated with aninternal-combustionengine controlled by an accelerator-operatedcarburetor throttle; 'energizable'motorpower means operable for shiftingsaid member to either of its gear; drive establishing positions; meansfor energizing said motor including a control element selectively-movable totwo motor energizing positions for determining which geardrive'said motor will-establish when operated; selecting meanscontrollable for predetermining to which'energizing position saidcontrol element "will be moved; means for controlling'said selectingmeans; a movable actuating member for 'moving said 'control'element; andInt-Bans controlled by said acceleratorduring an enginecontrolling'operation thereof, for causingsaid actuating member to movesaid control element to its' selected energizing position and thus causesaid motor to effect the establishingof the corresponding'gear drive. I

'8. In control mechanism for a change-speed transmission having at leasttwo gear sets provided with a member sh iftable to two positions toestablish two difierent gear drives, said trans- 'mission beingassociated with an internal-combustion-engine controlled by anaccelerator-operated carburetor throttle; energizable motorto either'ofits gear drive=establishing positions; means forenergizing said motorincluding a control element selectively movable to two motor energizingpositions for determining which gear drive said motor will establishwhen operated; selecting means controllable for predetermining to whichenergizing position said control element willbe'moved; means forcontrolling said selecting'means;'a movable actuatingmember for movingsaid control element; means for disabling said control means; and meanscontrolled by said acceleratorduring an engine controlling'operationthereof for operating said disabling means.

9. In control mechanism for a change-speed transmission havingatleast'two gear sets provided with .a member shiftable to two positionsto establish two different gear ratio drives, said transmission beingassociated with an internalcombustion engine controlled by anacceleratoroperated carburetor throttle; a fluid pressure motoroperatively connected to shift said shiftable member to either of itsgear drive establishing'positi'ons; a source of fluid pressure differ-.ent from atmosphere; conduit means for conmeeting the motor to saidsource; a control valve having an element movable to two positions fordetermining which gear ratio drive will be established by said motorwhen operated; means for selecting the position to which'said controlelement will be moved; means for selectively'moving said controlelement; disabling means interposed between said source and controlelement;

